Automobile driving mechanism.



v B. A. ADL ER. AUTOMOBILE DRIViNG MECHANISM. APPLICATION F'ILZD AUG.12, I9l5.

Patented Mar. 6,1917

2 SHEETS-MEET l.

B. A. ADLER.

AUTOMOBILE DRIVING MECHANISM APPLICATION FILED Aua lzr m5.

Patented Mai. 6, 1917 2 SHEETS-SHEET 2- UNITED STATES PATENT OFFICE.

BBOR A. ADLER, OF CHICAGO, ILLINOIS.

AUTOMOBILE DRIVING MECHANISM.

Specification of Letters Patent.

Patented Mar. 6, 1917.

Application filed August 12, 1915. SeriaLNo. 45,164.

i To all whom/it may concern Be it known that I, Baon A. AnLuu, a subject of the King'of Sweden, res'idin at Chicago, in the county of Cook and btate of Illinois, have invented certain new and useful Improvements in Automobile Driving Mechanism, of which the following is a specification.

This invention relates to improvements in autol'nobile driving mechanism and more particularly to combination of parts whereby the. usual type of differential gearing. becomes unnecessary.

One of the. objects of my invention is to provide a driving mechanism in which a solid rear non-rotating axle supports the chassis and body, the wheels ,being independently driven through a pairof forwardly extending propeller sliai'ts, in turn rotated bythe transmission shaft.

' A further object of my invention is the provisionin combination with a solid rear axleconstruction of individual power transmitting dev'ices capable of performing functions of the old form of d fferential gearing withoutthe use of the usual trouble causlng parts thereof.

..Another particular object of my lllVQlltion is to adapt such a drive mechanism for also with light cars, such as for example,

the Ford,'so as to adapt such cars for serv- Iioe as light delivery-wagons and tracks by the'aiddition thereto, of my improved drive 'meclianisimthe usual form of beveled gear and'diiferential transmission used 1n such a-r beingltoo light and easily damaged' by such service.

3' Other: objects comprise the adoption of thisinvent-ion ,to side drive trucks, wherein the pro eller shafts are parallel, joining the rear wgeels with the transverse shaft'and r doing away entirely with the troublesome .in drive, so commonly used iii heavy Anotherowed is the provision of the casing for the parallel drive. outfit by means of which the' arts may be readily separated and detachc,

without disassembhng or lororkmg down for repair or replacement the entire-mechanism;

other and further olnects will beeo1ne-apparent, to persons who are skilled in the art, from a consideration of the following description and drawings, wherein Figure 1, is a plan view, parts being broken away and one side being shown in seotioi'i, of my improved form of vehicle drive.

Fig. 2 is an enlarged fragmentary sec tional view of the overrunnmg clutch device substituted for the usual form of differential gearing.

Fig. 3 is a vertical sectional view on the line 33 of Fig. 9..

Fig. & is a plan view, parts being broken away, and one side shown in section, of my improved vehicle drive as particularly adopted for use with relatively, small cars.

Fig. 5, is a horizontal sectional view showing a modified formof connection between the transmission mechanism and propeller shafts, such as used in the installation shown i11 'Fig. 4..

Fig.- 6 is a horizontal fragmentary sectional view of still another modified form of gearing for transmitting power from the transmission mechanism to the ropeller shaft such as shown in the installation illus trated in Fig. 4,

The type of shaft transmission illustrated in Fig. 1, of the'draivings, is adapted more particularly for heavy vehicles, such as trucks upon whichthe double chain drive is now commonly used.

In this apparatus the power transmitted fromthe engine, after being carried through the sliding gear speed changing transmission mechanism is received at the short squared shaft 10, which in turn drives the transverse jack shaft 11 through the beveled gem-s12 and 13.

The -real.' axle 14 is a solid fixed beam carrying the chassis and body Erich-end of the solid axle. Liqis redueed'in tapered spindle form, as at 15, and earriesa sleeve 16 forming a part of the gear-inclosing.cas

ing 17. The wheel-earrying hub 18 .18 1'0 tatably mounted upon this spindle and supported on the annular bearings '19 and 20.

Power is communimited from the transverse jack shaft 11 to the rear .wheel hubs 18 by means of the longitudinally disposed parallel propeller'shafts 21, 21, oh. arranged at each side of the vehiolef a ssis bulbou's form, having jacki 2,11.

the beveled gears. 22.

nner end in an. internal ratchet w to, ,is secured to a web ally mounted at-thei.

.ing lug '39 is formed on each nular bearing carried \va'rdendpfthecasing 43 supports the other. end'of thepropcller shaft. v

A; short .tilbular'cas'ing 46 incloses land stubsha a bell shaped head and driven from the jack shaft 11 through The rear ends of the propeller shaft 21-21 each carry beveled gears 23 meshing with beveled gears 24, associated with the hubs 18-18. The 24 are however not directly connected with the respective hubs but drive the same through, an intermediate mechanism illustrated more/in detail in Figs. 2 and 3, which permits over-running of the outer drive wheel as in the usual type of differential Y apparatus, as when the vehicle is turning a corner and at the same time permits reversal of direction 'of' rotation of the wheels andsimilar differential action when they are so reversed. y

' Each of the hubs proper, 18 is carried on a tapered sleeve 25 which extends in- .wardly beyond the hub and is enlarged into a cup-shaped casing 26, terminatin at its eel 27. A brake drum 28, secured to the inner face of the hub '18, 0verlies,'thecup-shaped member' 26, and through the usual type of brakeactuating, mechanism is'clain ed to theex te'rnal band 29 or the interns. band 30.

The beveled gear 24, previously-referred 31, which rotates on the annular bearing 32 and carries a head 33 projecting inwardly-toward the hub into the vertical plane of the ratchet wheel 27. Withinthe cup-shaped member 26' is mount 'ed an intermediate disk- 34, independentlycarried by the disk 34.

. A lack shaft casing 4l makes' screw threa ed engagement with an opening in the casinglT-extending forwardly to a point adjacent the bevel gear wheels 22' at which place it' is telescopically engaged by a second casing 43. Anannularbearing 44 carried within. the rearerid of; the casing 41 supports the rearwardly enteniilin'g end of the propeller shafts 21 21, whereas an ana "within the for-.

provide. supportfor the bearingsof the t 110; being enlarged-at its rear into 47 which engages around its periphery with gearing housing 48, of

v the-two; laterallyeX- tending casing arms 49 49 inc-losing the A right angt tiIbTIlHI casing section 56 projects; from the casing member 43 and shaft and propeller shaft.

gears ment with one of the teeth of is travelin telescopes within the outer end of the cusing 49, thus completely housing the jack The outer'forward edge of the casing 43--50 is cut away for ready inspection of the gearing and the opening is covered by a detachable clip 51. The annular bearings 5253, supportin the outer end of the jack shaft, are carried within the casing part and the annular bearings 5454 supporting the center of the jack shaft are carried in rings .5555 preferably cast integral with the gearing housing 47.

From the above description it will be evident that when power is applied to the stub shaft 10 the wheel hubs '18l8 will be rotated through the medium of the jack shaft 11 and the propeller shafts 2121. The rotation of member 33 in the direction indicated by the arrow 'in Fig. 3, causes the pawls 36 to swing upon their bearings 38 drawing the forward arms 37 into engage the ratchet wheel '27 and transmitting power therethrough to 'the wheel carr ing sleeve 25. Obviously, either ofthe vehicle wheels may rotate ahead of or at a. rate of speed faster than the corresponding ratchet arm 37" thus permitting the 'usual'form of differential action between the Wheels as when the vehicle straight line;

in any direction other than a To reverse the direction of movement of i the vehicle the action of the member 33 and the pawls 36 is reversed drawing the opposite pawl arms 37. into engagement with the ratchet teeth 27, thus driving the vehicle wheel in the reverse direction;

It will be noted that'the mechanism is so arranged that when driving in either (1i rection 'b'oth wheels are positively driven thus eliminating the faults" found with the usual differential that wheel which In Figs; 4, 5, and '6 I have illustrated .a modification of this form ofndrive -particu-' larly ada ted for use with light cars, such as a For Instead of jack shaft 11 with the parallel propeller shafts 21-21, as in, the type already described' a pair of an 21 forming with t e solid" rear axle 14'? a triangle, the apex of which is positioned at the point joint on the Ford car.

In Fig. 4 I have-shown 60 having its forwardly extendin zmemlier gearing of driving only has the least resistance:

using the transverse led 'propeller'shafts- 21, i

usually occupied by the universal I .J a universal joint i 61 adapted to engage the stub shaft which extends rcurwardly from the speed changing transmission of the Ford'car and its rearwardly extending member 62 to engagethe squaredfor-ward end of the l'eft hand propeller shaft 21. Du this, shaft is carried bevel r rinifln m engagemeat with the bevel gearpimon 64 carriedon the right hand propeller shaft 21". A casing 05 is given. a bulbous shape at its forward end 66 for en agement with the usual casing part of tie Ford universal joint, its rear-end bein enlarged, as at 67, for inclusion of the evel gears 63*64. Tubular casing members 68-458 extend rear wardly from the'easing 67, and surround the respective propeller shafts and make engagement at their rear ends with the drive mechanism housing casing 17. The tubular shaft-inclosing casing G868 thus serve as reach or torque rods taking u a the driving torque and eliminating t e special torque rods usually found on such cars.

I have in F ig. 4, indicated the corresponding parts of. the drive mechanism by the same numerals as shown in Fig. 1, adding thereto distinguishing letter exponents.

In Figs. 5 and 6 I have indicated two modifications of the forward end connection for the propeller shafts indicating the propeller shaft in Fig; '5, by the numeral 2l!-2l", and in Fig. 6 by means of the numeral 2121. In Fig. 5'an intermedi ate connection 70 is provided between the forward end'71 which makes connection universal joint 60".

with the drive shaft of such a car and the From the universal joint 61" the drive is similar to that illustrated in Fig. 4, a beveled gear 63' being carried on the left hand propellershaft and meshing with the beveled ear 6%", carried by the other propeller sha t.

In Fig. 6 a somewhat more substantial form ofdrive is provided with the elimination of the. universal joint 61 having to work under disadvantageous circumstances as in the prior instances; In Fi 6,-the uni versal G1", is substantially stra-i lit and does not work through a large ange, as in the other instances, its rear end being connected 'with a: short stub shaft 732, supported in a bearing 73, in, the casing 65-. The rear end of this stub shaft 72 carries a bevel gear pinion 74 which meshes with a correspond mg bevel-gear pinion 75rc'arried on the short transverse jack shaitt '16 supported-"ins. hearing 7%.

his-bearing in turn is-ca-rri'ed in a: member 77 prefer-whit for ed integral with the I the opposite ends-of grward ends ei' the propeller shafts 1 n; m 1 be ean-nus from the de'tailed' draw .ifigSfiIh Figs. 2' and 3-, tliet with: such a corn strueti'on. we have at all times apositive drive from the engine-through to; each rear vehicle wheel, there being no favoring of one wheel or thexotheras-in the-usual type of deiffei en-tial. gearing. Atthe same time-either .ently' of the other members.

wheel is free to rotate at arateof speed differential, as is well known, the w eel in the mud'liole is free to rotate and. spin; and mi power whatever is transmitted'to the other wheel.

Whereas I have illustrated and described a preferred embodiment'of my invention, it is obvious that various changes may be made therein, without departing from the spirit and scope of my invention.

What I claim is:

'1. In combination with a relatively stationary axle, of a wheel hub structureoontaining a bearing to receive the axle and a differential gearing immediately surrounding said bearing, com-prising a hub casing upon which to mount the wheel to bedriven; a driving member, independent of said axle; an intermediate member rotatable independ ently of'saidmembers and axle; a ratchet annulus carried by said hub casing; a double ended pawl carried by said intermediate member and means carried by the driving member a) cause driving engagement of the driving member with the 'hub casing by movement ofeither end of said pawl into driving relation with said ratchet annulus according to direction of rotation of said driving member.

2. In combination with a 'relativel'y stationary wheel supporting member, of a wheel hub structure containing a bearing to receive the supporting member, and a, differential gearing comprising adriving member independent of said supporting member, an intermediate member rotatable independ" a ratchet annulus connected with said wheel hub, a double ended pawl carried by the interme' diate member and means carried by the driving member to cause driving engage fnertfo-f the driving: member with the wheel in- 'b nulus according to direction of rotationof sarirl='dr iving member. I 3. In" combination with a relatively stationary axle-,1 of 'a wheel hub structure eon twining a bearii-i g to receive' the" axle and a difierentiaL gearing immediat .ly earner-1nding' said bearing, com rising a hub casing upon. which to mount Eli;

' movement of either end of said-pawl into rivi-ng relation with seid ratcl-let an wheel to be driven; a. driving member independent of said axle. and. having notches formed in the periphery thereof, an intermediate member rotatable" independently of said ouble ended: pawlshaving in the driving member, said double ended In testimony whereof I hereunto set my pawls being carried by the intermediate hand in the presence of two subscribing witmember, whereby either one or the other of nesses.

the ends of said pawls are moved into driv- BROR A. ADLER. lng relation with the s'aid ratchet annulus In the presence of' according to the direction of rotation of MARY F. ALLEN,

said driving m e'mber. FONI JE BAI N 

